U.S. patent application number 12/491555 was filed with the patent office on 2010-02-04 for gearshift device for change-speed gearboxes of motor vehicles.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS, INC.. Invention is credited to Hans-Juergen BURGER, Axel GEIBERGER, Thorsten HAHN.
Application Number | 20100024585 12/491555 |
Document ID | / |
Family ID | 41360590 |
Filed Date | 2010-02-04 |
United States Patent
Application |
20100024585 |
Kind Code |
A1 |
BURGER; Hans-Juergen ; et
al. |
February 4, 2010 |
GEARSHIFT DEVICE FOR CHANGE-SPEED GEARBOXES OF MOTOR VEHICLES
Abstract
A gearshift device for a change-speed gearbox of a motor
vehicle, includes, but is not limited to a gearshift lever guided
movably between positions corresponding to different gears, on
which a locking member is displaceable between a locking position
in a first degree of freedom in which it blocks any movement of the
gearshift lever from a forward gear position into a reverse gear
position, and a release position in a first degree of freedom in
which it allows movement from the forward gear position into the
reverse gear position. The locking member on the gearshift lever is
movable in a second degree of freedom between a normal position in
which movement between release position and locking position is
possible and an alignment position in which it fixes the gearshift
lever free from play.
Inventors: |
BURGER; Hans-Juergen;
(Nauheim, DE) ; HAHN; Thorsten; (Gau-Odernheim,
DE) ; GEIBERGER; Axel; (Mainz, DE) |
Correspondence
Address: |
INGRASSIA FISHER & LORENZ, P.C. (GME)
7010 E. COCHISE ROAD
SCOTTSDALE
AZ
85253
US
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS,
INC.
Detroit
MI
|
Family ID: |
41360590 |
Appl. No.: |
12/491555 |
Filed: |
June 25, 2009 |
Current U.S.
Class: |
74/473.24 |
Current CPC
Class: |
F16H 59/04 20130101;
Y10T 74/20666 20150115; Y10T 74/20104 20150115; F16H 2059/0282
20130101; F16H 61/22 20130101; B60K 20/02 20130101; Y10T 74/20085
20150115; Y10T 74/20159 20150115; F16H 2057/0056 20130101 |
Class at
Publication: |
74/473.24 |
International
Class: |
F16H 63/36 20060101
F16H063/36 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 25, 2008 |
DE |
102008030233.3 |
Claims
1. A gearshift device for a change-speed gearbox of a motor
vehicle, comprising: a gearshift lever guided movably between a
plurality of positions corresponding to a plurality of different
gears; a locking member on the gearshift lever that is displaceable
in a first degree of freedom, wherein said locking member is
movable in the first degree of freedom between a normal position
allowing a shifting movement of the gearshift lever and an
alignment position that substantially fixes the gearshift lever
free from play.
2. The gearshift device according to claim 1, wherein the locking
member is movable in a second degree of freedom between a locking
position blocking the shifting movement of the gearshift lever from
a forward gear position into a reverse gear position, and a release
position allowing movement from the forward gear position into the
reverse gear position.
3. The gearshift device according to claim 1, wherein the first
degree of freedom is a rotation about a shaft.
4. The gearshift device according to claim 2, wherein the second
degree of freedom of the locking member is a movement in a
longitudinal direction of a shaft.
5. The gearshift device according to claim 1, wherein the locking
member and a shaft each have at least one contoured side surface,
that in the normal position a plurality of contours of the
contoured side surface intermesh in a complementary manner, and in
the alignment position the plurality of contours intermesh in a
noncomplementary manner.
6. The gearshift device according to claim 5, wherein in the
alignment position a projecting contour contacts a flat side
surface.
7. The gearshift device according to claim 1, wherein the locking
member is a sleeve surrounding a shaft of the gearshift lever.
8. The gearshift device according to claim 1, wherein the locking
member comprises a sleeve surrounding a shaft of the gearshift
lever, a section guiding the sleeve in a rotationally fixed manner,
and a section allowing a rotation of the sleeve about the
shaft.
9. The gearshift device according to claim 8, wherein in a release
position the sleeve is located on the section.
10. The gearshift device according to claim 8, wherein a spring
acts upon the sleeve along the shaft from the section allowing
rotation in a direction of the section.
11. The gearshift device according to claim 8, wherein a control
element coupled to the sleeve is attached to a handle of the
gearshift lever and that a freedom of movement of the control
element is not sufficiently large to entrain the sleeve into the
section allowing rotation.
12. The gearshift device according to claim 8, wherein a latching
device is provided, which can be engaged by a movement of the
locking member from the section allowing rotation to the section to
prevent return of the locking member to the section allowing
rotation.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to German Patent
Application No. 102008030233.3, filed Jun. 25, 2008, which is
incorporated herein by reference in its entirety.
TECHNICAL FIELD
[0002] The present invention relates to a gearshift device for a
change-speed gearbox of motor vehicles comprising a gearshift lever
and a so-called reverse gear block.
BACKGROUND
[0003] The gearshift lever located in the passenger compartment of
a motor vehicle after installing the gearshift device is guided
movably between positions which correspond to various gears of the
change-speed gearbox. A coupling device such as a linkage or cable
controls extends between the gearshift device and the change-speed
gearbox in order to couple the position of gearshift forks of the
change-speed gearbox to the position of the gearshift device. In
order to ensure that one of the predefined positions of the
gearshift lever actually corresponds exactly to a configuration of
the gearshift forks in which a desired gear is engaged, an
alignment of the coupling device is required. In order to be able
to perform such an alignment exactly, it is desirable to be able to
immobilize the gearshift lever in at least one position free from
play.
[0004] It is known to implement a reverse gear block by providing a
longitudinally displaceable hook on the gearshift lever, which,
when the gearshift lever approaches its position corresponding to
the reverse gear, impacts against a barrier in order to prevent any
accidental engagement of reverse gear, which can overcome the
barrier by displacement along the shaft of the gearshift lever and
which prevents accidental disengagement of reverse gear by engaging
behind the barrier. In order that the engagement of the gear behind
the barrier takes place reliably, it must retain some play.
Consequently, the gearshift lever is not completely immovable in
the reverse gear position. The conventional locking of the
gearshift lever in the reverse gear position is therefore not
suitable for sufficiently immobilizing the gearshift lever for the
purpose of alignment.
[0005] At least one object of the present invention is to provide a
gearshift device which allows play-free immobilization of the
gearshift lever for the alignment but at the same time allows the
necessary play in the function mode. In addition, other objects,
desirable features and characteristics will become apparent from
the subsequent summary and detailed description, and the appended
claims, taken in conjunction with the accompanying drawings and
this background.
SUMMARY
[0006] The at least one object, other objects, desirable features
and characteristics, are achieved whereby in a gearshift device for
a change-speed gearbox of a motor vehicle having a gearshift lever
guided movably between positions corresponding to different gears.
A locking member on the gearshift lever is displaceable in a first
degree of freedom, the locking member on the gearshift lever is
movable in a first degree of freedom between a normal position in
which it allows a shifting movement of the gearshift lever and an
alignment position in which it fixes the gearshift lever free from
play.
[0007] The locking member is preferably additionally movable in a
second degree of freedom between a locking position in which it
blocks a shifting movement of the gearshift lever from a forward
gear position into a reverse gear position, and a release position
in which it allows movement from the forward gear position into the
reverse gear position.
[0008] The locking member is preferably a sleeve surrounding a
shaft of the gearshift lever. The first degree of freedom of the
locking member is preferably a rotation about the shaft, the second
degree of freedom is a movement in the longitudinal direction of
the shaft.
[0009] In order to achieve freedom of play in the alignment
position and to retain some play in the normal position, the
locking member and shaft each have a contoured side surface, and in
the normal position the contours of the contoured side surface
intermesh in a complementary manner, whereas in the alignment
position they do not do this.
[0010] If the first degree of freedom is a rotation as mentioned
above, a changeover between engagement and nonengagement of the
contours can easily be achieved by the contoured side surfaces of
the locking member and the shaft not lying opposite to one another
in the alignment position. Instead, in the alignment position
projecting contours of the locking member or the shaft preferably
contact a flat side surface of the shaft or the locking member.
[0011] In order to be able to transfer the sleeve forming the
locking member from the normal position into the alignment position
without needing to detach this from the shaft, the shaft preferably
comprises a section guiding the sleeve in a rotationally fixed
manner, and a section allowing a rotation of the sleeve about the
shaft when the sleeve is located at the height of said shaft. In
the release position, however, the sleeve is preferably located on
the guiding section.
[0012] A spring can be provided to act upon the sleeve along the
shaft from the section allowing rotation in the direction of the
guiding section. This ensures that the sleeve cannot accidentally
arrive at the section allowing rotation.
[0013] In order to unlock the locking member when using the locking
member as a reverse gear block and be able to switch between
forward and reverse gear, a control element coupled to the sleeve
is preferably attached to a handle of the gearshift lever.
[0014] The freedom of movement of the control element is preferably
not sufficiently large to entrain the sleeve into the section
allowing rotation. The driver cannot therefore accidentally change
over between the alignment and the normal position; if, however,
the locking member is exposed during assembly of the vehicle or
during a repair, such a changeover can be performed conveniently by
pulling the locking member on the section allowing rotation and
turning it there.
[0015] As further security against an undesirable transition of the
locking member onto the section allowing rotation, a latching
device can be provided, which can be engaged by a movement of the
locking member from the section allowing rotation to the guiding
section. Such a latching device can preferably only be engaged when
the locking member is located in the alignment position.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and:
[0017] FIG. 1 shows a section through a gearshift device according
to the invention in the longitudinal direction of its gearshift
lever;
[0018] FIG. 2 shows a section transverse to the gearshift lever
along the plane designated by II-II in FIG. 1 which shows the
locking member in the alignment position;
[0019] FIG. 3 shows a section similar to FIG. 2 with the locking
member in the normal position;
[0020] FIG. 4 shows a section similar to FIG. 1 with the locking
member in the normal position; and
[0021] FIG. 5 shows a partial section of the gearshift device along
the longitudinal axis of the gearshift lever in a plane
perpendicular to the plane of intersection of FIG. 1.
DETAILED DESCRIPTION
[0022] The following detailed description is merely exemplary in
nature and is not intended to limit application and uses.
Furthermore, there is no intention to be bound by any theory
presented in the preceding background and summary or the following
detailed description.
[0023] The sectional view in FIG. 1 shows a gearshift lever 1,
which is mounted in a holder of a motor vehicle fixed to the
bodywork, not shown in detail, so that it is pivotable by means of
a ball joint 2 or another joint in two degrees of freedom,
hereafter designated as selecting or shifting degree of freedom.
The gearshift lever 1 has an elongate shaft 3, which has a handle 4
at its end facing away from the ball joint 2. The shaft 3 is
substantially composed of a cylindrical tube 5 extending between
the ball joint 2 and the handle 4 and a guiding body 6 of
approximately square cross section, which encloses a lower section
of the tube 5 adjacent to the ball joint 2.
[0024] A flexible bellows 9 surrounds an upper section 7 of the
shaft 3 protruding from the guiding body 6 and is fastened to the
guiding body by means of a peripheral collar 8. The shaft extends
through an opening in a transmission tunnel not shown and the outer
edge of the bellows 9 is connected to the edge of the opening to
close off the interior of the transmission tunnel toward the
passenger compartment.
[0025] A helical spring 10 is supported on the collar 8, which
helical spring acts upon a locking sleeve 11 displaceable on the
shaft 3 against the guiding body 6 so that the guiding body 6
engages in an internal cavity of the locking sleeve 11.
[0026] A pull rod 12 extends in the hollow interior of the shaft 3.
A hook 13 angled at one end of the pull rod 12 engages through a
slot of the tube 5 into the interior of the locking sleeve 11. An
upper end of the pull rod 12 is connected to an actuating ring 14,
which is mounted displaceably below the handle 4 on the shaft
3.
[0027] The locking sleeve 11 has two hooks 15 on one side, which,
in the configuration shown, engage with their cylindrical tip 31
parallel to the shaft 3 in a manner free from play in a hole on an
oblique surface facing away from the shaft 3 of a fixed web 17 in
relation to the transmission tunnel. A hook 35 on the opposite side
of the locking sleeve 11 does not engage.
[0028] The web 17 is here part of a guiding link in which shift and
select gates orthogonal to one another are cut out in a manner
known per se to guide the movement of the shaft 3 extending through
these gates in the shifting or selecting degree of freedom. The
select gate extends in the plane of intersection of FIG. 1. In the
configuration shown the gearshift lever 1 is located at the end of
the select gate 18, from which the shift gate of the reverse gear
branches off. Due to the engagement of the two tips 31 in the holes
of the web 17, the locking sleeve 11 is fixed free from play on the
shift link in the shifting degree of freedom and in the selecting
degree of freedom.
[0029] FIG. 2 shows a section through the locking sleeve 11 and the
shaft 3 in the configuration of FIG. 1 along the plane designated
by II-II in FIG. 1. The guiding body 6 has a substantially
rectangular cross-section with ribs 22, 23 projecting on two
opposite side surfaces 20, 21. The ribs 22 on the side surface 20
each have a flat front face parallel to the side surface 20, which
each has a flat rib 24 on an inner side of the locking sleeve 11
opposite to a part of its width. The ribs 23 have a stepped front
surface beyond over the side surface 21. The respectively further
projecting sections 25 abut against the inner surface of the
locking sleeve 11.
[0030] The other two opposite side surfaces 27, 28 of the guiding
body 6 have a different length to the side surfaces 20, 21. The
side surface 27 is provided with flat ribs 29 while the other side
surface 28 is flat. The flat side surface 28 contacts ribs 30 of an
opposite inner surface of the locking sleeve 11 while the ribs 29
contact a flat inner surface of the locking sleeve 11. The locking
sleeve 11 thus rests free from play on the guiding body 6. In this
way, the gearshift lever 1 is fixed free from play in its two
degrees of freedom and a coupling device, not shown, which is known
per se, and connects the gearshift lever 1 to the gearshift forks
of the change-speed gearbox can be aligned without the gearshift
lever 1 yielding to the forces which occur during alignment.
[0031] After the alignment, the fixing of the gearshift lever 1 is
released by grasping the locking sleeve 11 by the hand and lifting
it sufficiently far against the restoring force of the helical
spring 10 that the guiding body 6 no longer engages in the locking
sleeve 11. In this position, the locking sleeve 11 is freely
rotatable about the shaft 3. If this is turned through
approximately 180.degree. and then released, it slides onto the
guiding body 6 again in the orientation shown in cross section in
FIG. 3 and shown in longitudinal section in FIG. 4. The flat side
surface 28 and the side surface 20 with unstepped ribs 22 now lie
opposite flat inner surfaces of the locking sleeve 11, the ribs 24
lie opposite the sections 26, and the ribs 30 each engage between
the ribs 29. The engagement of the guiding body 6 in the locking
sleeve 11 is thus play-retaining transversely to the shaft 3 in two
directions, in the shifting and in the selecting degree of freedom,
so that there is no risk of the locking sleeve 11 jamming on the
guiding body 6.
[0032] The holes in the web 17 which can be identified in the plan
view in FIG. 3 are now empty; the hooks 15 do not engage on the
side of the locking sleeve 11 facing away from the web 17. Instead,
a short rib 36 is formed on the web 17.
[0033] When the gearshift lever is moved from the alignment
position at the end of the select gate 18 into the shift gate of
the reverse gear running parallel to the web 17, the hook 35 slides
along on the web 17 and ultimately engage behind the rib 36. If, on
the other hand, it is moved into the select gate, the hook 35 jumps
down from the web 17. A movement of the gearshift lever 1 back to
the end of the select gate is only possible if the locking sleeve
11 is raised by pulling up the actuating ring 14.
[0034] As the preceding description shows, the locking sleeve 11
provides a double function in this gearshift device, on the one
hand, in the orientation in FIG. 2 it serves as a play-free fixing
of the gearshift lever 1 which allows alignment of the coupling
device and on the other hand, in the orientation in FIG. 3, it
functions as a reverse gear block which retains play with respect
to the guiding body 6 in order to be reliably movable along the
shaft 3 and reliably return to the locking position when the
actuating ring 14 is released.
[0035] The restoring force of the helical spring 10 can be
sufficient to reliably prevent the case that, when the actuating
ring 14 is pulled up and the locking sleeve 11 is in its release
position, the locking sleeve 11 is moved so far upward that it
loses its engagement with the guiding body 6 and becomes rotatable.
In order that pulling up the actuating ring 14 is not made
unnecessarily difficult for the driver, it can however be desirable
to make the restoring force of the helical spring 10 small.
[0036] FIG. 5 shows a partial section through the gearshift device
1 along the plane designated by V-V in FIG. 1. Formed inside the
guiding body 6 is a resilient tongue 32 extending in the
longitudinal direction of the shaft 3, which has a beveled latching
projection 33 at its tips. When the locking sleeve 11 is located in
the orientation in FIG. 2, the tip of the latching projection 33
dips into a recess 34 on an inner surface of the locking sleeve 11.
The locking sleeve 11 cannot therefore slip away from the guiding
body 6. This is particularly advantageous when the shaft 3 with
tube 5, guiding body 6, and ball joint 2 but without the handle 4
forms a preassembled structural unit, which is to be mounted in the
vehicle in its entirety since loss of the locking sleeve 11 before
attachment of the handle 4 can thus be prevented.
[0037] Nevertheless, the locking sleeve 11 can be pulled away from
the guiding body 6 after alignment with no difficulties since a
large part of the tongue 32 is exposed below the locking sleeve 11
and can be pressed in by hand to cancel the latching and pull the
locking sleeve upwards from the guiding body 6. Finally, the
locking sleeve 11 can be turned through approximately 180.degree.
and placed on the guiding body 6 again to produce the normal
position.
[0038] In the normal position, an internal surface of the locking
sleeve 11, having no recess 34, is located opposite the latching
projection 33. In the normal position, therefore latching is not
possible but also is not necessary.
[0039] While at least one exemplary embodiment has been presented
in the foregoing summary and detailed description, it should be
appreciated that a vast number of variations exist. It should also
be appreciated that the exemplary embodiment or exemplary
embodiments are only examples, and are not intended to limit the
scope, applicability, or configuration in any way. Rather, the
foregoing summary and detailed description will provide those
skilled in the art with a convenient road map for implementing an
exemplary embodiment, it being understood that various changes may
be made in the function and arrangement of elements described in an
exemplary embodiment without departing from the scope as set forth
in the appended claims and their legal equivalents.
* * * * *